Railroad-crossing



NiTnD vSTATES ATENT OFFICE.

EDWARD B. ENTlVlSLE, OF JOHNSTOVN, PENNSYLVANIA, ASSIGNOR T THE 4JOHNSON COMPANY., OF KENTUCKY.

RAILROAD-CROSSING.

SPECIFICATION forming part of Letters Patent No. 447,130, dated February 24, 1891.

Application tiled April 2, 1889- Serial No. 305 ,659. (No model.)

To @ZZ whom, it may concern:

Be it known that I, EDWARD B. ENTwIsLE, of -J ohnstown, in the county of Cambria and State of Pennsylvania, have invented a new and useful Improvement in Railroad-Crossings, which invention is fully set forth and illustrated in the following specification and accompanying drawings.

The object of this invention is to provide, in particular, a crossing for a street-railroad over or across a steam-railroad track, though of course the invention may be applied to the crossings of any railroad-track.

In the accompanying drawings, Figure l illustrates a crossing in plan constructed according to this invention. Fig'. 2 shows the crossing in side elevation, being an end or sideview of Fig. l. Fig. 3 shows in plan, on an enlarged scale, one corner of the crossing shown in Fig. 1, all the other corners being of similar construction. Fig. 4t shows Eig. 3 in end elevation.

In said figures the several-parts are indicated by reference-letters, as' follows:

The letter A indicates the rails of a steamrailroad track crossed by the street-rail track, indicated by the letters B h. The continuations b of the rails B will be hereinafter specially treated of. The letter-C indicates a se- Vthe trade as a .switch-rail. vIts depth of groove is only such that while the wheel-tread is bearing on the head of the rail the flange is also bearing on the bottom of the groove. The car can therefore pass from a tread bearing on the head of the rail to a flange bearing in the groove without any jar occurring. At the point F of the rail h, the head and guard of the rail are each cut away. This cutting permits the wide wheel of a locomotive passing on the T-rails A to clear the crossing rail b without any jar, as it does not touch said rail. To insure this end it is preferable that the iioor F should be made slightl y lower than the head of the T-rail A.

The interior rails B are made shorter than the full space between the T-rails A, so that sufficient space shall be left between said rails rai-ls B Z) to the true gage of the track, butA said'ties are themselves also well secured to the cross-ties of the steam-railroad by means of spikes, and as said tie-bars cross many of said cross-ties there is always 'greater certainty of a good and strong connection of the parts than is the case in crossings which depend upon only one tie for making the necessary connections of the parts.

It is important in a good crossing not only Y that the respective levels of the parts be provided for, but that they should be securely maintained under the conditions of practical travel.l The passage of heavy steam-cars on a steam-rail .track effects frequent displacement of the rails A by depressing them in some cases and raisingthem by an 11p-ending tendency in others. The rails b b should therefore be connected with the rails A, so that one set of rails Vmay not move without the other, in order to preserve the same level at their crossing-points. This is effected by the fitting-chocks G, securedto one side of the angle-ties C. Each of said angle-ties is preferably providedl with holes throughout its whole 1ength,vso that if a rail b should lcome opposite to a joint in a rail A the fitting-chock ,G may be set to clear such joint; but if not so set and if riveted to the angle-ties before the rails are laid the chock may he shifted to clear the joint in the rails A by simply'cutting the rivets and rerivetin g or boltingthe chock in the desired position. Bolts instead of rivets may be used in the iirst instance to secure thev chocks to the angle-ties C, in which case the chocks can be shifted without cutting any rivets. It is better, however, that said chock be placed, if possible, where shown in the drawings. The interior rails B are shown in IOO the drawings unprovided with such cheeks, although, if desired, such chocks can bc also advantageously there applied, care being taken to so design the fitting-chocks as not to obstruct the passage of the flange of the wheels using the rails A. The angle-ties C thus present., as shown, one face for the chockfastenings G and one for the fastenings to the cross-ties of the steam-track. Said an gle-ties offer the further advantage of acting as good clean-cut bearings for the flooring or planking generally used at rail-crossings. The diagonal ties or tie-bars D act as additional stiffeners or braces to the angle-ties C. The rails B I) are riveted to the angle-ties C, as shown in the drawings, liners H being inserted under the rails B where necessary to regulate their level or height, and the ends of the rails Z),

A which connectwith the st reet-car track proper,

large flat surface is left at its point of Contact' I do not claim the guard-rail B b, per se, as

of my invention; but,

llaving thus fully described my said improvement in railroad-crossings, as of my invention I claim-'- l. In a railroad-crossing, a movably-[xed chock, as G, adapted to brace a crossed and crossing rail at their meeting point or junetion by either lapping said junction or by being set at one side of the same.

2. In a railroad-crossing, the combination of crossing rails, as B b, checks, as G, and angletie bars, as C, for the purposes set forth.

In a railroad-crossing, the combination of anglevties, as (l, and diagonal tie-bars, as D, for the purposes set forth.

EDWARD B. EN'LWISLE.

Witnesses:

C. R. SHIELDS, E. 0. FISHER. 

